Equipment for air conditioning vehicles



July 8, 1941- W. R. BALLOU, JR

EQUPMENT FOR AIR CONDITIONING VEHICLES Filed Nov. 25, 1938 Patented July 8, 1941 EQUIPMENT FOR AIR CONDITIONING VEHICLES William R. Ballon, Jr., Boston, Mass., assigner of one-half to William F. Wright, Lisbon, Ohio Application November 23, 1938, Serial No. 242,008l

(Cl. 29o-7) 1o claims.

The equipment required for air conditioning railroad cars or other closed vehicles is very expensive. The conventional equipment includes a motor for driving a refrigerant compressor and a separate generator for charging a battery. Expensive accessory equipment also must be provided such as starter equipment for the motor and a voltage regulator for the generator as well as special relay assemblies for controlling the connection between the generator and the battery and equipment for controlling the polarity of the generator.

The present invention contemplates an installation whereby much of the expensive equipment previously required can be eliminated. Specifically, as applied to air conditioning equipment the invention contemplates a refrigerant compresser which may be driven either by a dynamo, acting as a motor, or by a device, such as an hydraulic motor deriving its power in response to the motion of the vehicle. When the vehicle is traveling above a predetermined speed, the dynamo may act as a generator to charge a battery.

The invention will be more clearly understood from the following description in conjunction with the accompanying drawing in which the single finger is a diagrammatic lay-out of an i1- 'lustrative embodiment of the invention.

Before explaining in detail the present invention it is to be understood that the invention is not limited in its application to the details of construction and arrangement of parts illustrated in the accompanying drawing, since the invention is capable of other embodiments and of being practiced or carried out in various ways. Aiso it is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation, and it is not intended to limit the invention claimed herein beyond the requirements of the prior art.

The construction illustrated in the accompanying drawing is an arrangement for supplying a cooling medium for use in air conditioning of railroad cars. In the drawing, the railroad car is illustrated by a. single axle I upon each end of which is secured a wheel II. Fixed upon the axle I 0 are a plurality of eccentrics I2 each adapted to actuate an eccentric rod I3. Eac oi' the rods I3 is connected to the piston I4 of n hydraulic pump I5. The liquid, such as a light oil, is supplied from the pump I5 through a conduit I8 to an oil reservoir I1 which may be supplied with cooling lins I8. The oil is supplied under pressure from the reservoir I1 through a conduit I9 to an air drum 20 and from the air tion 25 connects the conduits 2l and 24 at a suit-y able location between the pump I5 and motor 22, the flow of liquid through the by-pass 25 being controlled by a valve having a stem 2B.

The hydraulic motor 22 generates power to rotate a sleeve 21, the outer end of which carries one element of an overrunning clutch O. The other element of the overrunning clutch is secured upon a shait 28 which is connected through gearing 29 with the armature shaft of a dynamo D. rIhe shaft 28 extends through the sleeve 21 and through the hydraulic motor 22 and is provided at its end with one element 3| of a magnetic clutch M. The other element 32 of the magnetic clutch is carried by the rotatable shaft 33 of a refrigerant compressor C. A pressure switch 35 is connected by a conduit 36 with the low pressure side of the compressor C and by a conduit 31 with the high pressure side of the compressor C. Conduits 38 connect the compresser with a cooling coil 39 which is positioned in the path of air created by a fan 40 driven by e. motor 4 I The dynamo D is provided with the usual ield resistor R and shunt iield S which are connected in series by the leads 42 and 45. A potential coil l? is imposed across the terminals of the dynamo D through leads 3 and 9. @ne terminal of the dynamo is connected by a lead i5 to the current coil I and the latter is connected by a lead t6 in series with a circuit breaker B which is connected by a lead 31 with one terminal of a battery 50. The other terminal of the battery is connected by a lead 5I to a Contact 52 which is adapted to be connected through a switch arm 53 and a lead 54 to a motor starter resistor 55 forming part of a conventional starting panel 56. The motorstarting resistor 55 is connected through a lead 51 to the other terminal of the dynamo D.

A lead connects the lead 41 with a manually operable switch 6I which is arranged to connect the lead 60 with a lead 62 connected to one terminal of the motor 4I. The other terminal of the motor 4I is connected by a lead 53 with the lead 5I. A thermostat T is provided with a temperature selector arm 64 which is connected by a lead 65 with one terminal of the pressure switch 35. The other terminal of the pressure switch is connected bya lead 65' to the lead 62. The other terminal 0f the thermostat T is connected by a lead Il to one terminal oi a relay Il, the other terminal of which is connected by a lead Il to the lead Il. The lead i. is connected by a lead 'il to a switch arm 1l which is adapted to be actuated by the relay l1 to engage a contact 12. The contact 12 is connected by a lead 1l with one terminal of a relay 14, the other terminal o! which is connected by a lead 1I to the lead ll. A lead 16 connects the lead Il to dual switch arms 19 and In. The switch arms 'Il and l. are adapted to be actuated by the relay Il to engage contacts Ii and I2 respectively. 'Ihe contact 8i is connected by a lead Il to one terminal of the magnetic clutch M. The other terminal of the magnetic clutch M is connected by a lead ll to the lead 41. A lead 83 connects the lead Il with one terminal ot a motor I which drives a fan for cooling the condenser forming part of the refrigerant compressor unit. 'Ihe other terminal of the motor I is connected by a lead 84' to the lead 84. The contact l2 is connected by a lead Bl to a terminal Il which is connected through a lead 88 to one terminal oi' a relay 90, the other terminal of which is connected through a lead 9i to the lead 41a. The relay III is adapted to actuate the switch arm I to bring it into engagement with the contact B2 thereby connecting the lead 5I from the battery with the lead M which connects with the resistor 55 of the starting panel 5l.

The starting panel It is of conventional construction and is arranged so that current from the battery at first is supplied to the dynamo D through the entire resistance of the resistor 55 to start the dynamo slowly as a motor. later a portion of the resistance B5 is short-circuited to increase the speed of the dynamo as a motor and later all oi the resistance il is short-circuited to operate the dynamo D as a motor at full speed.

The velocity switch 23 is of conventional construction and is arranged to actuate a member l2 which carries switch arms 93 and 8l. The switch arm 93 is adapted to connect contacts $5 to close the circuit through leads Il and 91 which are connected across the field resistor R oi' the dynamo to short-circuit the ileld resistor to convert the dynamo D from a motor to a generator. The switch arm I4 is adapted to connect contacts 98 to close the circuit through leads 41a, 9|, relay 90, leads I9, lli, l. la and 5i and battery 50.

The valve stem 28 of the by-pass valve 25 normally functions as the core or plunger of a solenoid, the coils of which are formed by the potential regulator coil P and the current regulator coil I to control the operation o! the bypass valve 25. Thus, the power generated by the dynamo D when operating as a generator automatically controls the by-pass valve 2l which in turn controls the iluid supplied by the hydraulic pump i5 to the hydraulic motor 22 thereby controlling the speed oi' the dynamo D. If, for any reason, the by-pass valve fails to be operated electrically as intended, the velocity switch 23 will cause an arm ill to be actuated by the increased rate of tlow o! fluid through the conduit 2| and thereby cause the valve stem 2B to be actuated to eii'ect a proper control of the by-pass valve 2l.

It a railroad car which is represented by the axle III and wheels Il is at rest and the car is too warm, the switch 6| is closed manually and the desired temperature is selected with the thermostat selector arm N. This sets the ian starts as a motor.

4l in operation by closing the circuit from the battery Il through the motor 4I. thecircuittromthebatterythroughthelwitch Il and thence through the leads Il' and Il, thermostat T, lead il and thence through the relay l1 and leads n and Il back to the battery IO. Thus, the relay l1 is energized to bring the switch arm 'II in engagement with the contact 12 thereby closing the circuit from the battery through the relay 'I4 to energize the latter. Energization o! the relay 'I4 brings the switch arms 18 and 8 0 in engagement with the contacts Il and I2, respectively. When the switch arm Il engages the contact I2, the circuit is closed through the relay II to energize the latter and bring the switch arm 53 in engagement with the contact 52 to close the circuit from the battery through the starting panel 56 and the dynamo D.

Inasmuch as the switch arm 93 is out oi ensagement with the contacts 85, the dynamo D Engagement of the switch arm l! with contact 8| closes the circuit through the magnetic clutch M thereby connecting the dynamo D, which is now acting as a motor. with the compressor C to actuate the latter and supply refrigerant to the coil ls. Ii the car remains at rest this operation will continue until the car reaches the desired temperature at which time the thermostat will break the circuit through the relay 61 causing the latter to be deenergized and the switch arm ll to open thereby breaking the connection from the battery to the dynamo. At the same time the circuit is broken through the magnetic clutch M to disconnect the dynamo and compressor.

If the railroad car is moving so that its speed gradually increases from below 20-miles per hour to a higher speed, the operation oi the hydraulic pump is started by the action of the eccentrica I2 which supply power from the axle i0 through the eccentric rods i3 to the pistons Il. Fluid under pressure is now supplied from the hydraulic pump I5 to operate the hydraulic motor 22. As the speed of the car increases the speed of the hydraulic motor increases. If the car is too warm the compressor is being driven by the dynamo acting as a motor. When the speed o! the hydraulic motor becomes slightly higher than the speed of the dynamo, the load of driving compressor C is transferred to the' hydraulic motor due to the action o! the overrunning clutch O. At this time the velocity of the iluid passing through the velocity switch 23 is such as to actuate the member 92 and move the switch arm 93 in engagement with the contacts 95. 'Ihis action increases the generated E. M. F. of the dynamo and charges the battery 50. The hydraulic motor 22 now is driving both the dynamo D and the compressor C. While the hydraulic motor is driving the dynamo the bypass valve 25 is controlled by the power generated by the dynamo so as to limit the amount of fluid supplied from the hydraulic pump I! to the hydraulic motor thereby controlling the speed at which the hydraulic motor is driven and, consequently, the speed at which the dynamo and compressor are driven.

If the car now becomes cool enough while still running at a speed greater than twenty miles per hour, the thermostat T opens the circuit to the relay 61. This opens the switch arm Il and de-energizes the relay 14 which in turn opens the switch arm l! to open the circuit through the magnetic clutch M to break the driving connection between the hydraulic motor 22 and the compressor C. Since the switch arm 94 at this time is in engagement with the contacts 98, the circuit is closed from the battery through leads I1, 41a, 9|, relay 90, leads 89, |00, 99, 99a. and back to the battery. The dynamo continues to act as a generator to charge the battery.

If while the oar is stl1l""cool enough, it slows down to a speed less than twenty miles per hour, the speed of .the hydraulic motor 22 will be reduced and the driving connection formed by the overrunnlng clutch between the hydraulic motor 22 and the shaft 28 will be disconnected. At the same time the velocity of fluid through the velocity switch 23 will be reduced so as to. actuate themember 92 and move the switch arms 93 and 94 out of engagement with the contacts 95 and 98 respectively. This breaks the circuit through the relay 90 and contacts 98 to open switch arm 53 and break the circui-t from the battery to the dynamo.

If the car is too warm while moving at a speed greater than twenty miles per hour, the hydraulic motor 22 will be driving b oth lthe compressor and the dynamo as a generator. If now the car slows down to a speed less than twenty miles per hour, the connection between the hydraulic motor l2 and the shaft 28 is broken through the overrunning clutch O. At the same time the velocity of the oil through the veloctiy switch "23 is such as to move the switch arm 93 out of engagement with the contacts 95 thereby increasing 'the speed of the dynamo which is now running as a motor which directly drives the compressor il through the magnetic clutch M. The thermostaat 'l closes the circuit through the relay 6l which closes arm l! to energize relay il to close arm 80 and energize relay 90 and close arm 53. This maintains the circuit from the battery to the dynamo while the circuit through contacts 98 is open.

lf the compressor C is .not operating While lthe car is running at a speed greater than twenty miles per hour and the car requires cooling, the switch of the thermostat T will close thereby clos lng the circuit through the relay 51 which in turn will move the switch arm 'il to close the cirn cuit through the relay M which moves the switch "i9 and til into engagementJ with the contacts and respectively. The circuit then is closed 4through the lead and magnetic clutch lvl, Ithereby effecting a driving connection between the 'hydraulic motor and the compressor il. The hydraulic motor 22 now will drive both the cornpressor and the dynamo as a generator.

The pressure switch is a safety device which is operative to break the electrical circuit through 'the magnetic clutch if the pressure developed by the compressor C is too low or too high and thus mechanically disconnect the compressor from the hydraulic motor and dynamo.

The hydraulic pump l5 may be mounted upon the truck frame of the ca-r in such a manner that it could be easily repaired or replaced. The eccentrlcs or cams l2 may be formed of two pieces which may be easily mounted upon or removed from the axle lll. The assembly including the dynamo D, compressor C, magnetic clutch M and hydraulic motor 22 may be located under the outside edge of the car and easily accessible for removal or repair. The controls, both mechanical and electrical are simple and may be tested or repaired by an ordinary repairman and would not require the services of an expert. The equipment as a whole is about nity per cent lighter than that heretofore in general use. Its emciency is higher due in large part to the fact that the controls function to take from the axle only that amount of power which is to be used instead of taking a surplus and wasting it in heat.

Other adaptations of the invention, such for example as' car lighting, will be readily apparent to those skilled in the art.

I claim:

1. In combination, a vehicle, an hydraulic pump adapted to be actuated by a moving part of the vehiclenan hydraulic motor, a liuid conduit connecting said pump and motor, a dynamo, releasable means for connecting said dynamo and hydraulic motor, a battery, electrical connections between said battery and dynamo, and means responsive to a predetermined velocity of the fluid in said conduit for causing said dynamo to'change its action from that of a motor to that of a generator.

2. In combination, a vehicle, an hydraulic pump adapted to be actuated by a moving part of the vehicle, an hydraulic motor, a fluid conduit connecting said pump and motor, a dynamo, releasable means for connecting said dynamo and hydraulic motor, a battery, electrical connections .between said battery and dynamo, and means responsive to a predetermined velocity of the fluid in said conduit for causing said dynamo to change its action from that of a motor to that of a generator, and responsive to a predetermined lower velocity to disconnect the dynamo and battery.

3. in combination, a vehicle, an hydraulic pump adapted to be actuated by a moving part of the vehicle, an hydraulic motor, a fluid conduit connecting said pump and motor, a dynamo, releasable means for connecting said dynamo and by draullc motor, a battery, electrical connections between said battery and dynamo, and. means responsive to a predetermined velocity of the fluid .in said conduit lor causing said dynamo to change its action from that of a motor to that of a gem erator, and means for controlling the quantity of fluid supplied to said hydraulic motor for operatlng said dynamo.

In combination, a vehicle, an hydraulic pump adapted to be actuated by a moving part of the vehicle, `an hydraulic motor, a -duid conduit connecting said pump and motor, a dynamo, .releasable means :tor connecting said dynamo and hydraulic motor, a battery, electrical connections between said battery and. dynamo, means responl sive to a predetemnined velocity of the fluid in said conduit for causing said dynamo 'to change its action from that of a motor to 'that or" a generator, means responsive to the electrical energy generated by said dynamo for limiting 'the speed of said dynamo when functioning as a generator.

5. ln combination, a vehicle, an hydraulic pump adapted to be actuated by a moving part of the vehicle, an hydraulic motor, a fluid conduit connecting said pump and motor, a dynamo, releasa'ble means for connecting said dynamo and hydraulic motor, a battery, electrical connections between said battery and dynamo, means responsive to a predetermined velocity of the fluid in said conduit for causing sai-d dynamo to change its action from that of a motor to that of a generator, and means responsive to the electrical energy generated by said dynamo for controlling the quantity of fluid supplied to said hydraulic motor for operating said dynamo.

6. In combination, a vehicle, an hydraulic pump adapted to be actuated by a moving part o the vehicle. an hydraulic motor. a nuid conduit connecting s'aid pump and motor, a dynamo. releasable means for connecting said dynamo and hydraulic motor, a battery, electrical connections between said -battery and dynamo. means responsive to a predetermined velocity of the fluid in said conduit for causing said dynamo to change its action from that oi' a motor to that of a generator, and responsive to a predetermined lower veloctiy to disconnect the dynamo and battery, and means responsive to the electrical energy generated by said dynamo for controlling the quantity oi iluid supplied to said hydraulic motor for operating said dynamo.

7. In combination, a vehicle; a torque-producing device operative in response to the movement of the vehicle; a motor-generator unit: a load; a iirst and second releasable driving connection between said unit and load and between said unit and device; a battery; control means to cause said unit to act as a motor energized from said battery; means responsive to a predetermined rate of operation of said device to cause said unit to cease acting as a motor and to act as a generator to charge said battery; and means responsive to a predetermined current generated by said unit for causing uniform operation oi said device at which said current is generated regardless oi increasing speed of the vehicle.

8. In combination, a vehicle; a torque-producing device operated in response to the movement oi' the vehicle; a motor-generator unit; an overrunning clutch for drivingly connecting said unit and device; a battery; a load; another clutch i'or drivingly connecting said unit with said load: control means to cause said unit to actas a motor energized by said battery; .and means to cause said unit to act as a generator to charge said battery. f

9. In combination, a vehicle; a torque-producing device operated in response to the movement o! the vehicle: a motor-generator unit; an overrunning clutch for drivingly connecting said unit and device when the latter is the driver; a battery; a load; another clutch for drivingly connecting said unit with said load; control means to cause said unit to act as a motor energized by said battery: and means responsive to a predetermined rate oi operation of said device for causing said unit to act as a generator to charge said battery.

10. In combination, a vehicle; a torque-producing device operated in response to the movement of the vehicle; a motor-generator unit; an overrunning clutch for drivingly connecting said unit and device when the latter is the driver; a battery; a load; another clutch for drivingly connecting said unit with said load; control means to cause said unit to act as a motor energized by said battery; means responsive to a predetermined rate of operation of said device for causing said unit to act as a generator to charge said battery; and means responsive to a predetermined current generated by said unit for controlling the rate oi operation o! said device independently oi' any increasing speed of the vehicle. 

